RU2768091C1 - Driving assistance method and driving assistance device - Google Patents

Abstract

FIELD: physics.

SUBSTANCE: group of inventions relates to a method and a device for driving assistance. Driving aid device comprises a controller which calculates the vehicle path and controls the driving assistance so that the vehicle follows the driving path. Controller includes a roundabout arrival evaluation unit, a unit for estimating relative position, which estimates the relative position between the vehicle entrance for the vehicle and the vehicle exit, and the direction indicator lights control unit. Direction indicator lights control unit is configured to evaluate whether the direction indicator lights should be extinguished in accordance with the mutual arrangement, when direction indicators are switched on for illumination by means of said control, and to extinguish the direction indicators after the vehicle in question has entered the roundabout.

EFFECT: providing driving assistance.

12 cl, 11 dwg

Description

Technical field

[0001] The present invention relates to a driving assistance method and a driving assistance device.

Description of the prior art

[0002] In the prior art navigation device, an arrow display indicating the direction of travel towards an exit road is displayed at each fork point connecting to a roundabout (roundabout), and the arrow is removed if the intersection is passed. When approaching the front of an exit road, an arrow is displayed next to the left side or right side of the road.

Prior Art Documents

Patent Documents

[0003] Patent Document 1: Japanese Patent Application Published No. 2001-336944

The essence of the invention

The problem the invention aims to solve

[0004] However, while the prior art device is a route guidance technology for roundabouts, this device is also a method of representing the time at which the vehicle in question leaves the roundabout, and therefore no mention is made of the direction indicated by the turn signal light . Therefore, with the prior art device, there is a risk that when the vehicle in question enters a roundabout, the action plan of the vehicle in question is not communicated by indicating the turn to other vehicles in the vicinity of the vehicle in question.

[0005] The present disclosure has been made in view of the problem described above, the purpose of the present disclosure is to provide a driving assistance method and a driving assistance device by which the course of action of a vehicle in question is communicated by indicating a turn to other vehicles in the vicinity of the vehicle in question, when the vehicle in question enters a roundabout.

Remedies to solve this problem

[0006] In order to achieve the object described above, the present disclosure includes a controller that calculates a driving route on which the subject vehicle is traveling and performs driving assistance control based on the driving route. In this driving assistance method, an assessment is made as to whether the vehicle in question has arrived at a roundabout. When it is judged that the subject vehicle has arrived at the roundabout, the positional relationship between the entry of the subject vehicle and the exit of the subject vehicle for the subject vehicle at the roundabout is estimated based on the route. When the subject vehicle enters a roundabout, the turn signal lights are controlled according to the estimated relationship.

THE EFFECT OF THE INVENTION

[0007] Thus, when the subject vehicle enters a roundabout, the course of action of the subject vehicle may be communicated by indicating the turn to other vehicles in the vicinity of the subject vehicle.

Brief description of the drawings

[0008] FIG. 1 is an overall diagram of an autonomous driving control system to which the driving assistance method and the driving assistance device according to the first embodiment are applied;

Fig. 2 is a control block diagram of a driving assistance device provided for a recognition evaluation processor;

Fig. 3 is a schematic diagram of a roundabout;

Fig. 4 is a first flowchart of a general flow of a driving assistance control process executed by the driving assistance device provided for the recognition evaluation processor;

Fig. 5 is a second flow diagram of a general flow of a driving assistance control process executed by the driving assistance device provided for the recognition evaluation processor;

Fig. 6 is a schematic diagram of the operation of driving assistance control and the operation of the subject vehicle on the first target route;

Fig. 7 is a schematic diagram of a second illumination area, driving assistance control action, and operation of the subject vehicle on the second target route;

Fig. 8 is a schematic diagram of a second illumination area, driving assistance control action and operation of the subject vehicle on a third target route;

Fig. 9 is a schematic diagram of a second illumination region, driving assistance control action and operation of the subject vehicle on a fourth target route;

Fig. 10 is a schematic diagram of a second luminous region, driving assistance control action, and operation of the subject vehicle on the fifth target route; And

Fig. 11 is a schematic diagram of the positional evaluation, according to the relative angle, between the entry of the subject vehicle and the exit of the subject vehicle.

Preferred embodiments of the invention

[0009] The best embodiment for realizing the driving assistance method and the driving assistance device according to the present invention is described below based on the first embodiment shown in the drawings.

First Embodiment

[0010] The driving assistance method and the driving assistance device in the first embodiment are applied to an autonomously driven vehicle (one example of a driving assistance vehicle; the vehicle in question) that uses the driving route information generated by the recognition evaluation processor, and for which driving, braking, steering and turn signal light are controlled autonomously by selecting the autonomous driving mode. The configurations in the first embodiment are described in "Overall System Configuration", "Drive Assist Device Control Unit Configuration" and "Drive Assist Control Process Configuration" below.

[0011] The overall system configuration is described based on FIG. one.

[0012] The autonomous driving system AD is provided with an on-board sensor 1, a map data storage unit 2, a recognition evaluation processor (controller) for autonomous driving 3, an autonomous driving control unit 4, an actuator 5, direction indicators 6 (turn signal lights), and a device 7 display.

[0013] The airborne sensor 1 has a camera 11, a radar 12, a GPS 13, and an airborne data communicator 14. The sensor information received by the onboard sensor 1 is output to the recognition evaluation processor 3 .

[0014] The camera 11 is an environment recognition sensor that implements a function of obtaining information about the environment of the vehicle in question, such as lanes, vehicles in front, and pedestrians, from image data as a function necessary for autonomous driving. The camera 11 is configured by combining, for example, the front recognition camera of the vehicle in question, the rear recognition camera, the right recognition camera, the left recognition camera, etc.

[0015] Objects on the roadway of the vehicle in question, traffic lanes, objects outside the roadway of the vehicle in question (road structures, vehicles ahead, vehicles behind, oncoming vehicles, surrounding vehicles, pedestrians, bicycles, motorcycles) , the carriageway of the vehicle in question (white lines on the road, road boundaries, stop lines, pedestrian crossings), road signs (speed limits), etc. are read by camera 11.

[0016] The radar 12 is a distance measurement sensor that implements a function of determining the presence of objects in the vicinity of the subject vehicle and a function of determining distances to objects in the vicinity of the subject vehicle, as functions necessary for autonomous driving. "Radar 12" in this embodiment is a general term including radar using radio waves, lidar using light, and sonar using ultrasonic waves. For example, the radar 12 can be a laser radar, a millimeter wave radar, an ultrasonic radar, a laser rangefinder, etc. The radar 12 is configured by combining, for example, the front radar of the vehicle in question, the rear radar, the right radar, the left radar, etc.

[0017] The locations of objects on the roadway of the vehicle in question, objects outside the roadway of the vehicle in question (road structures, vehicles ahead, vehicles behind, oncoming vehicles, surrounding vehicles, pedestrians, bicycles, motorcycles) and etc. and the distance to objects is determined by the radar 12. If the field of view is insufficient, the field of view can be increased if necessary.

[0018] The GPS 13 is a subject vehicle location sensor that has a GNSS antenna 13a and uses satellite communications to determine the position of the subject vehicle (latitude and longitude) when the subject vehicle is stopped or moving. "GNSS" is short for "Global Navigation Satellite System" and "GPS" is short for "Global Positioning System".

[0019] The on-board data communicator 14 is an external data sensor that communicates wirelessly with the external data communicator 8 via the transceiver antennas 8a, 14a and thus receives information from an external source that cannot be obtained from the vehicle in question.

[0020] In cases where the external data communicator 8 is, for example, a data communicator installed in another vehicle moving in the vicinity of the vehicle in question, the external data communicator 8 performs a vehicle-to-vehicle communication between the vehicle in question and the other vehicle. Among the variety of information stored in another vehicle, the information needed for the vehicle in question can be obtained via vehicle-to-vehicle communication upon request from the on-board data communicator 14.

[0021] In cases where the external data communicator 8 is, for example, a data communicator dedicated to infrastructure equipment, the external data communicator 8 performs vehicle-to-infrastructure communications between the vehicle in question and the infrastructure equipment. Among the variety of information stored in the infrastructure equipment, the information needed for the vehicle in question can be obtained by communicating the vehicle with the infrastructure upon request from the airborne data communicator 14. In cases where, for example, there is information that there is no map data stored in the map data storage unit 2, or information has been changed from the information in the map data, it is possible that the missing information/changed information will be provided additionally. In addition, traffic information such as traffic congestion information or traffic restriction information related to the target route on which the vehicle in question is planned to travel can be obtained.

[0022] The map data storage unit 2 is configured from an on-board memory that contains "electronic map data" in which map information and latitude/longitude are associated. Of the map data contained in the map data storage unit 2, the map data centered on the location of the subject vehicle is sent to the recognition evaluation processor 3 when the location of the subject vehicle determined by the GPS 13 is recognized as the position information of the subject vehicle by the recognition evaluation processor 3 .

[0023] Map data contains road information associated with individual locations, road information is defined by nodes and links that connect the nodes. The road information includes information indicating roads according to their locations and road areas, a road classification for each road, a road width for each road, and road shape information. The road information includes locations of intersections, directions for entering intersections, classifications of intersections, and other information related to intersections stored in association with each piece of road connection identification information. The road information also includes road classification, road width, road shape, straight ahead capability, priority to progress, passability of other vehicles (adjacent lane access), speed limits, road signs, and other information related to to roads stored in association with each piece of road connection identification information.

[0024] The recognition evaluation processor 3 performs complex processing of the input information from the on-board sensor 1 or the map data storage unit 2 and generates a target route (driving route), a target vehicle speed profile (including an acceleration profile and/or a deceleration profile), etc. the target route information and the target speed profile information of the vehicle are output to the autonomous driving control unit 4 along with the location information of the vehicle in question, etc. In particular, the target route from the current location to the destination is generated based on the road information from a map data storage unit 2, a route search method, etc., and a target vehicle speed profile, etc. along the target route is generated. In addition, when it has been judged that autonomous driving cannot be supported according to the detection result of the environment of the vehicle in question by the on-board sensor 1 when the vehicle in question is stopped or moving along the target route, the target route, the target vehicle speed profile, etc. sequentially adjusted based on the detection results of the environment of the vehicle in question. The target route is called the target route even after correction. In particular, the target route also includes the corrected route. In addition, the recognition evaluation processor 3 controls the direction indicators 6 . In particular, the recognition evaluation processor 3 executes a control that decides whether the direction indicators 6 are to be turned on. In other words, the recognition evaluation processor 3 executes a control that either determines which of the left and right direction indicator lights 6 will light, or determines that none of them will light. Certain direction indicator information is output to the autonomous driving control unit 4 .

[0025] The autonomous driving control unit 4 calculates, based on the input information from the recognition evaluation processor 3, a drive command value, a brake command value, or a steering angle command value that causes the subject vehicle to move or stop while driving autonomously along the target route. The calculation result of the drive command value is output to the movement actuator 51, the calculation result of the braking command value is output to the brake actuator 52, and the calculation result of the steering command value is output to the steering angle actuator 53. In addition, the autonomous driving control unit 4 outputs the direction indicator information from the recognition evaluation processor 3 to the direction indicator actuation device 54 .

[0026] The actuator 5 is a control actuator that causes the subject vehicle to move or stop while autonomously driving along the target route, and the actuator 5 includes a motion actuator 51, a brake actuator 52, and a steering angle actuator 53.

[0027] The motion actuator 51 is an actuator that receives input of the motion command value from the autonomous driving control unit 4 and controls the driving force transmitted to the drive wheels. As the motion actuator 51, for example, an engine is used in the case of a powered vehicle, an engine and a motor generator (driving force) are used in the case of a hybrid vehicle, and a motor generator (driving force) is used in the case of an electric vehicle.

[0028] The brake actuator 52 is an actuator that receives input of the brake command value from the autonomous driving control unit 4 and controls the brake force transmitted to the drive wheels. For example, a hydraulic booster, an electric booster, a brake fluid pressure actuator, a brake motor actuator, a motor generator (regenerative), etc. are used as the brake actuator 52.

[0029] The steering angle actuator 53 is an actuator that receives input of the steering angle command value from the autonomous driving control unit 4 and controls the steering angle. The steering motor, etc. provided in the steering force transmission system of the steering system is used as the steering angle actuator 53 .

[0030] The direction indicator actuation device 54 receives the direction indicator information input from the autonomous driving control unit 4 and performs control of the direction indicators 6 . Specifically, the turn signal driver 54 is a driver that controls which of the left and right direction indicators 6 are lit, or controls the turn indicators so that none of them are lit. The turn signal solenoid, etc., is used as the turn signal actuating device 54 .

[0031] The direction indicators 6 are direction indicator lights indicating left and right directions. Turning on and off of the turn signal lights 6 is controlled by the turn signal actuating device 54 . The 6 direction indicators that light up are the left turn signal and the right turn signal.

[0032] The display device 7 is a device that displays an image on a screen relating, in particular, to a location where the vehicle in question is moving on the map while the vehicle in question is stopped or is moving autonomously, and provides visual information relating to the vehicle in question, driver and/or passenger. The display device 7 receives input of target route information, position information of the subject vehicle, destination information, etc. generated by the recognition evaluation processor 3, and displays the map, roads, target route (travel route of the subject vehicle), location the vehicle in question, destination, etc. in a visually recognizable way on the image on the display screen.

[0033] The configuration of the driving assistance device control unit will be described based on FIG. 2 and 3.

[0034] The recognition evaluation processor 3 is provided with a generating block 31, a roundabout arrival evaluation block 32, and a lighting area setting block 33 . The recognition evaluation processor 3 further comprises an arrival evaluation unit 34 for the first glow region, an arrival evaluation block 35 for the second glow region (an arrival evaluation block for the glow region), a relative position evaluation block 36, a roundabout exit evaluation block 37, and a block 38 direction indicators control unit (turn signal lamps control unit).

[0035] The generation unit 31 receives the input of the subject vehicle environment information, the subject vehicle position information, the map data information, and the destination information, and generates a target route, a target vehicle speed profile, etc. Generated target route information and the target speed profile information of the vehicle is output to the roundabout arrival estimation block 32, the roundabout exit estimation block 37, and the autonomous driving control block 4.

[0036] The roundabout arrival estimation unit 32 receives input of the subject vehicle location information, map data information, and target route information, judges whether the subject vehicle has arrived at the roundabout, and outputs the judgment result along with the information about the destination route, etc. in the block 33 setting the area of the glow and in the block 36 evaluation of the relative position. In the roundabout arrival evaluation block 32, judging whether the subject vehicle has arrived at the roundabout judges that the subject vehicle V has arrived at the roundabout when the subject vehicle has entered within a predetermined distance from the roundabout with in a circular motion.

[0037] "Roundabout RA" is the area delimited by the circular dotted line L1 as shown in FIG. 3. The term "roundabout RA" refers to a roundabout where three or more roads R1 to R6 are connected to the circular space S (circular dotted line L2). At the center of the circular space S, an island-shaped center island C is provided that a vehicle cannot pass through, and a circular roadway (circular roadway) is provided around the central island C.

[0038] Vehicles pass in one-way traffic on the roundabout CR of the roundabout RA. In other words, the direction of the roundabout when driving on the circular carriageway CR is either the right direction or the left direction. In particular, in the case of left-hand traffic, as shown in Fig. 3, the direction of the roundabout when driving on the circular carriageway CR is right, and the vehicles pass on the circular carriageway CR turning right (see Figs. 6-10). The traffic sign Si is installed to indicate the direction of the roundabout when driving on the circular carriageway CR, as shown in FIG. 3. In the case of right-hand traffic, the direction of the roundabout when driving on the CR roundabout is left, and vehicles are driving on the CR roundabout, turning left.

[0039] In addition, at the RA roundabout, vehicles traveling on the CR roundabout have right-of-way over vehicles about to enter the CR roundabout, and vehicles about to enter the CR roundabout, therefore must not impede the passage of vehicles moving on the circular carriageway CR.

[0040] At the roundabout RA in FIG. 3, six roads R1-R6 are connected to the roundabout CR. In other words, six roads R1-R6 are connected to each other by a circular carriageway CR. Roads connected to the CR roundabout are hereinafter referred to as "connecting carriageways". The roundabout RA includes a central island C, a circular carriageway CR, connecting sections of the circular carriageway CR and connecting carriageways R1-R6, and sections of connecting carriageways R1-R6. The boundaries of the circular dotted line L1 and the connecting carriageways R1-R6 are equivalent to the exits and entrances of the connecting carriageways R1-R6 and the roundabout RA.

[0041] When the first connecting roadway R1 has a first entrance roadway R11 and a first exit roadway R12, an island-shaped dividing island SP is provided between the first entrance roadway R11 and the first exit roadway R12, as shown in FIG. 3. The first entry roadway R11 in this case is the road on which vehicles enter the roundabout RA. The first exit carriageway, R12, is the road on which vehicles exit the RA roundabout. The purpose of the dividing island SP is to separate vehicles entering the RA roundabout from vehicles leaving the RA roundabout. When a separating island SP is thus provided and, for example, the entry EN of the considered vehicle for the considered vehicle V at the roundabout RA is the first carriageway R11, the connecting carriageway connected to the exit EX of the considered vehicle for the considered vehicle V at the roundabout RA is any of the second to sixth connecting carriageways R2-R6 and the first exit carriageway R12. The separation island SP provided for the first connecting roadway R1 has been described, but the separation islands SP may also be provided for the second to sixth connecting roadways R2-R6 (see FIGS. 6-10).

[0042] The luminous area setting unit 33 receives input of the evaluation result of the roundabout arrival judgment unit 32, information about the target route, and so on. When the roundabout arrival judgment unit 32 judges that the vehicle in question has arrived at the roundabout, the luminous area setting unit 33 sets the luminous area in which the turn signal 6 will illuminate based on the target route information. The luminous area setting unit 33 includes a first luminous area setting unit 33a and a second luminous area setting unit 33b (setting units).

[0043] When the roundabout arrival judgment unit 32 judges that the vehicle in question has arrived at the roundabout, the first lighting area setting unit 33a, based on the target route information, sets the first lighting area in which the turn signal 6 is lit, to indicate that the vehicle in question should enter the roundabout (enter the glow area). The first glow area is the area before the subject vehicle enters the roundabout. The first luminous region setting unit 33a outputs the first luminous region along with information about the target route, and so on. to block 34 for evaluating arrival at the first glow region.

[0044] When the roundabout arrival judgment unit 32 judges that the vehicle in question has arrived at the roundabout, the second lighting area setting unit 33b sets the second lighting area based on the target route information, in which the turn signal 6 is lit, to indicate that the vehicle in question should exit the roundabout (leave the glow area). There are times when the second glow region is set from the relative position between the entry of the subject vehicle and the exit of the subject vehicle at the roundabout based on the target route information, and times when the second glow region is not set. The second illumination region is set when the exit of the vehicle in question is the exit after the first exit following the entrance to the roundabout. At this point, the second illumination region is set between the transition position at which the subject vehicle passes the exit immediately preceding the exit of the subject vehicle and the nearest location that is close to the exit of the subject vehicle. The second illumination region is not set when the direction indicated by the turn indicator 6 illuminated when the subject vehicle enters the roundabout is opposite to the direction of the roundabout when passing through the roundabout, and the exit of the subject vehicle is the first exit after entering the roundabout with circular motion. The second glow region setting block 33b outputs the second glow region together with information about the target route to the second glow region arrival evaluation block 35 .

[0045] The first glow region arrival evaluation unit 34 receives input of the first glow region of the first glow region setting unit 33a, position information of the vehicle in question, and information about the target route. The first glow area arrival evaluation unit 34 judges whether the subject vehicle has arrived at the first glow area while the subject vehicle is traveling on a connecting roadway connected to a roundabout. The arrival evaluation unit 34 for the first glow area outputs the evaluation result, together with the location information of the vehicle in question and the target route information, to the direction indicator control unit 38 . In the first glow region arrival evaluation block 34, an assessment of whether the vehicle in question has arrived at the first glow region is judged according to the driving distance ratio.

[0046] The second glow region arrival evaluation unit 35 receives the input of the second glow region of the second glow region setting unit 33b, the location information of the vehicle in question, and the target route information. The second glow region arrival evaluation unit 35 judges whether the subject vehicle has arrived at the second glow region while the subject vehicle is traveling through the roundabout. The arrival estimation unit 35 for the second glow region then outputs the estimation result, together with the location information of the vehicle in question and the target route information, to the direction indicator control unit 38 . In the second luminous region arrival evaluation block 35, an assessment of whether the vehicle in question has arrived at the second luminous region is judged according to the driving distance ratio.

[0047] The relative position evaluator 36 receives an input of the evaluation result of the roundabout arrival evaluator 32, target route information, etc. When the roundabout arrival evaluator 32 judges that the vehicle in question has arrived at the intersection 36, the relationship estimator 36 estimates the relationship between the entry of the subject vehicle and the exit of the subject vehicle at the roundabout based on the location information of the subject vehicle and the target route information. The positional estimator 36 then outputs the result of the evaluation, along with information about the target route, etc., to the direction indicator control 38 . The relative position is estimated by the relative angle between the entry of the considered vehicle and the exit of the considered vehicle.

[0048] The roundabout exit judgment unit 37 receives input of the subject vehicle location information, map data information, and target route information, judges whether the subject vehicle has exited the roundabout, and outputs the judgment result along with the information about the target route, etc. to the turn signal control unit 38 .

[0049] The turn signal control unit 38 receives the input of evaluation results of the evaluation units 34 to 37, target route information, etc., and performs control of the turn indicators 6 . Specifically, the turn signal control unit 38 executes a control that determines which of the left and right direction indicators 6 are to be lit and which are not to be lit. No illumination of any of the left and right indicator 6 is a state in which both the left indicator and the right indicator are extinguished.

[0050] When the vehicle in question enters the roundabout, and the arrival to the first glow area estimation unit 34 judges that the vehicle in question has arrived at the first glow area, the turn signal control unit 38 executes a control that determines the direction to be indicated by the direction indicators 6 in accordance with the relative position that was estimated by the positional estimator 36 . Then, the turn signal control unit 38 outputs the determined direction indicated by the turn indicators 6 as the turn signal information to the autonomous driving control unit 4 . The turn signal control unit 38 also outputs a determination that none of the left and right direction indicator 6 will be lit as the turn signal information to the autonomous driving control unit 4 .

[0051] From the entry of the subject vehicle until the subject vehicle exits the roundabout, the turn signal control unit 38 sequentially compares the current relationship between the current location of the subject vehicle and the exit of the subject vehicle, and judges whether a switching condition for switching the direction indicated by the direction indicators 6 . In addition, when the switching condition is met, the turn signal control unit 38 switches the direction indicated by the turn indicators 6 based on the switching condition. Then, the turn signal control unit 38 outputs the switchable direction indicated by the turn indicators 6 as the turn signal information to the autonomous driving control unit 4 .

[0052] In the following two situations, the turn signal control unit 38 extinguishes the left turn signal after the vehicle in question has entered the roundabout. First, the direction indicated by the turn signal light when the subject vehicle enters the roundabout is opposite to the direction of the roundabout when the subject vehicle passes through the roundabout. Second, the exit of the vehicle in question is the exit after the first exit after entering the roundabout.

[0053] When the vehicle in question exits the roundabout and the arrival to the second glow area estimation unit 35 judges that the vehicle in question has arrived at the second glow area, the turn signal control unit 38 executes a control that determines to turn on the turn signal 6, which indicates that the vehicle in question is leaving a roundabout. The direction of the turn signal 6, which would indicate that the vehicle in question is leaving the roundabout, i.e. the direction indicated by the turn signal 6 lit at the end, is opposite to the direction of the roundabout when the vehicle in question is passing through the roundabout. The turn signal control unit 38 outputs the direction indicated by the determined turn signal 6 as the turn signal information to the autonomous driving control unit 4 .

[0054] When the roundabout exit judgment unit 37 judges that the vehicle in question has exited the roundabout, the turn signal control unit 38 executes a control that determines to extinguish the turn signal 6 . Then, the direction indicator control unit 38 outputs the blanking of the direction indicators 6 as the direction indicator information to the autonomous driving control unit 4 .

[0055] The driving assistance control process configuration will be described based on FIG. 3 to 11. Process control steps in FIG. 4 and 5 are described below.

[0056] In step S1, obtain the necessary information depending on the environment information of the considered vehicle, the location information of the considered vehicle, the map data information, the destination information, etc., generate a target route, etc., and the process proceeds to step S2. Step S1 corresponds to generation block 31 .

[0057] In step S2, continuing to generate the target route, etc. in step S1, the subject vehicle environment information and the subject vehicle location information are obtained from the airborne sensor 1 while the subject vehicle is moving, and the process proceeds to step S3.

[0058] In step S3, continuing to obtain the subject vehicle surrounding information and the subject vehicle location information in step S2, it is judged whether the subject vehicle has arrived at the roundabout RA. When the judgment is YES (the subject vehicle has arrived at the roundabout), the process proceeds to step S4, and when the judgment is NO (the subject vehicle has not arrived at the roundabout), the process returns to step S1. Step S3 corresponds to block 32 evaluation of the arrival at the roundabout.

[0059] "Did the subject vehicle arrive at the roundabout RA" is an assessment that the subject vehicle V arrived at the roundabout RA when the subject vehicle V entered within a predetermined distance D from the roundabout RA . The "target distance D" is the distance from the roundabout RA to the target location 100 as shown in FIG. 3; for example, the predetermined distance is 50 m. Whether the subject vehicle V has entered within the predetermined distance D from the roundabout RA is judged based on the location information of the subject vehicle, and so on.

[0060] In step S4, continuing to judge that the vehicle in question has arrived at the roundabout in step S3, the first luminous region and the second luminous region are set, and the process proceeds to step S5. Step S4 corresponds to the luminous area setting block 33 . Specifically, step S4 corresponds to the first luminous area setting unit 33a and the second luminous area setting unit 33b.

[0061] In this example, the "first luminous area A1" is set between the roundabout RA and the first luminous location 101, as shown in FIG. 3. The distance from the roundabout RA to the first glow location 101 is set to 30 m, for example.

[0062] Next, the "second luminous region" will be described based on FIG. 6 to 10. The second glow area changes depending on the map data information and the target route; therefore, for convenience, the second illumination region is classified according to whether the vehicle in question is making a left turn, a first right turn, a second right turn, or a straight ahead.

[0063] First, in the first target route TR1 shown in FIG. 6, the exit EX of the vehicle in question is the first exit, and therefore this route is suitable for the time when the second illumination area is not set. Therefore, the second glow region is not set in the first target path TR1.

[0064] B from the second target route TR2 shown in FIG. 7 to the fifth target route TR5 in FIG. 10, the exit EX of the vehicle in question is the exit after the first exit, and these routes are therefore suitable for the time when the second glow zone is established. Therefore, the second luminescence region is set in the second to fifth target paths TR2 to TR5. The second illumination region is set to an area extending from the transition location where the subject vehicle passes the exit (connection roadway) that immediately precedes the EX exit of the subject vehicle to the nearest location that is close to the EX exit of the subject vehicle (connection roadway). ).

[0065] A "transitional location" will be described here. First, a straight section of connecting carriageway connected to the immediately preceding exit (also referred to below as "immediately preceding connecting road") continues to an RA roundabout, and two continuing lines are established on the CR roundabout. From the intersection locations between the two continued lines and the target route of the vehicle in question V, the location of the intersection further from the target route of the vehicle in question V is designated as the transition location.The "nearest" location will be described. also "the connecting road of the exit of the vehicle in question"), continues to the roundabout RA, and two continuing lines are established on the circular carriageway CR. Of the two continuing lines, m intersection locations where the lines intersect with the target route of the vehicle V under consideration are designated as nearest locations. In other words, from the intersection locations between the two continuing lines and the target route of the vehicle V under consideration, the nearest intersection location on the target route of the vehicle V under consideration is designated as the nearest location. For the case where the connecting carriageway is divided into the road entering the roundabout and the road leaving the roundabout, only those cases which are different from the above are described. When the immediately preceding junction carriageway splits, the straight section of the exit carriageway continues to the RA roundabout and two continuing lines are established on the CR carriageway. When the subject vehicle's exit connecting the carriageway splits, the straight section of the exit carriageway continues to the RA roundabout, and two continuing lines are established on the CR carriageway.

[0066] A specific example of a transition location and a nearby location is described based on FIG. 3. The description relating to FIG. 3 refers to the case in which the connecting roadway of the immediately preceding exit is designated as the third connecting roadway R3, the connecting roadway of the exit of the vehicle in question is designated as the fourth connecting roadway R4, and the target route is designated as target route TR. In this case, the transition location is first described. The straight section of the third connecting carriageway R3 continues to the roundabout RA, and two continuing lines L11, L12 are installed on the circular carriageway CR. From the intersection locations between the two continuing lines L11, L12 and the target route TR of the vehicle V under consideration, the intersection location (continued line L12) further in the target route TR of the vehicle V under consideration is designated as a transition location. The nearest location is described below. The straight section of the fourth connecting carriageway R4 continues to the roundabout RA, and two continuing lines L21, L22 are installed on the roundabout CR. Of the two continuing lines L21, L22, an intersection location (continued line L21) that intersects the target route TR of the vehicle V is designated as the closest location. The target route TR does not intersect the continuing line L22 as shown in FIG. 3. Each of the second glow regions in the second target path TR2 shown in FIG. 7 to the fifth target route TR5 in FIG. 10.

[0067] First, in the second target route TR2 shown in FIG. 7, the second luminous area A2 for the left turn (dotted area) is set. Based on the second target route TR2 shown in FIG. 7, the second left turn glow area A2 is set from the second transition location 202 where the subject vehicle V passes the second connecting roadway R2 immediately preceding the subject vehicle exit EX to the third nearest location 300, which is adjacent to the third connecting roadway R3 of the exit EX of the vehicle in question.

[0068] Then, in the third target route TR3 shown in FIG. 8, the second luminescence area A3 for the first right turn (dotted area) is set. In the third target route TR3 shown in FIG. 8, the fourth junction road R4 immediately preceding the exit EX of the subject vehicle is a one-way road where vehicles only enter the fourth junction road R4 from the roundabout RA. Based on the third target route TR3 shown in FIG. 8, the second right turn illumination area A3 is set from the fourth transition location 402, where the subject vehicle V passes the fourth link roadway R4 immediately preceding the exit EX of the subject vehicle, to the fifth nearest location 500, which is adjacent to the fifth link roadway. part of the R5 exit EX of the vehicle in question.

[0069] Then, in the fourth target route TR4 shown in FIG. 9, the second luminous area A4 for the second right turn (dotted area) is set. In the fourth target route TR4 shown in FIG. 9, the fourth connecting roadway R4 immediately preceding the exit EX of the subject vehicle has a fourth entry roadway R41 and a fourth exit roadway R42. In this example, the fourth entrance roadway R41 is the road on which vehicles enter the roundabout RA from the fourth connecting roadway R4. The fourth exit carriageway, R42, is the road on which vehicles exit the RA roundabout into the fourth connecting carriageway, R4. Therefore, the fourth entrance roadway R41 is a road through which other vehicles can enter the roundabout RA from the fourth entrance roadway R41. Based on the fourth target route TR4 shown in FIG. 9, the second right-turning second illumination area A4 is set from the fourth dividing location 401 (transition location) where the subject vehicle V passes the fourth exit roadway R42 immediately preceding the subject vehicle exit EX, to the fifth closest location 500, which is adjacent with the fifth connecting carriageway R5 of the exit EX of the vehicle in question.

[0070] Then, in the fifth target route TR5 shown in FIG. 10, the second luminous area A5 for driving straight ahead (area filled with dots) is set. Based on the fifth target route TR5 shown in FIG. 10, the second driving area A5 is directly set from the third transition location 302, where the subject vehicle V passes the third link roadway R3 immediately preceding the exit EX of the subject vehicle, to the fourth closest location 400, which is adjacent to the fourth link roadway. R4 exit EX of the vehicle in question.

[0071] The second illumination area is also set in a similar manner when the connecting carriageway connected to the exit EX of the subject vehicle is the sixth connecting carriageway R6 or the first exit carriageway R12.

[0072] In step S5, in continuation of setting the first luminous region A1 and the second luminous regions A2-A5 in step S4, a judgment is made as to whether the vehicle V in question has arrived at the first luminous region A1. When the judgment is YES (the vehicle in question has arrived at the first illumination region A1), the process proceeds to step S6, and when the judgment is NO (the vehicle in question has not arrived at the first illumination region A1), the sequence of step S5 is repeated. Step S5 corresponds to block 34 for evaluating arrival at the first glow region.

[0073] In this example, "whether the vehicle V in question has arrived at the first luminosity region A1" is judged according to the driving distance ratio. Specifically, "whether the vehicle V in question has arrived at the first luminosity area A1" is judged according to the relationship between the predetermined distance D (50 m) and the driving distance (variable) from the predetermined location 100 to the location of the vehicle in question (see FIG. 3). For example, when the driving distance ratio is 0.4 to 1.0 (inclusive), it is judged that the vehicle V in question has arrived at the first luminosity region A1.

[0074] In step S6, continuing to judge that the subject vehicle has arrived at the first illumination area A1 in step S5, the relationship between the subject vehicle entry EN and the subject vehicle exit EX at the roundabout RA is estimated based on the information about the target route. Then, at step S6, a judgment is made as to whether the relative position of the entrance and exit is a condition for the direction indicator to be illuminated. When the judgment is YES (the left turn indicator light condition is met), the process proceeds to step S11, and when the judgment is NO (the left turn indicator light condition is not met), the process proceeds to step S7. The condition for lighting (turning on) the left turn indicator is described below. In addition, step S6 corresponds to block 36 evaluation of relative position.

[0075] In step S7, continuing to judge that the left turn indicator light condition is not met in step S6, the positional relationship between the subject vehicle entry EN and the subject vehicle exit EX at the roundabout RA is estimated based on the target vehicle information. route. Then, at step S7, it is judged whether the relative position of the entrance and exit is a condition for turning on the right turn indicator. When the judgment is YES (the right turn indicator light condition is met), the process proceeds to step S31, and when the judgment is NO (the right turn indicator light condition is not met), the process proceeds to step S41. Step S7 corresponds to block 36 evaluation of relative position.

[0076] In this example, the evaluation of the relative position of the entry vehicle EN of the subject vehicle and the exit EX of the subject vehicle in step S6 and step S7 is described based on FIG. 11. The relative position is estimated from the relative angle θ between the entry EN of the considered vehicle and the exit EX of the considered vehicle. The relative angle θ is described in terms of a roundabout RA in which six roads R1-R6 are connected to a roundabout CR as shown in FIG. 11. The relative angle θ is calculated from the entry locations EN of the subject vehicle and exit EX of the subject vehicle as viewed from the center CE of the roundabout RA. When the entire exit of the vehicle under consideration (the boundary of the circular dotted line L1 and the connecting roadway) is within the relative angle θ, the relationship is as follows. Thus, the entrance of the vehicle in question is designated as zero degree. In the description referring to FIG. 11, the first entrance roadway R11, which is the EN entrance of the vehicle in question, is at zero degree.

[0077] When the relative angle θ is greater than zero degrees and equal to or less than the first angle θ1 (for example, 144 degrees), the relative position of the entrance and exit corresponds to the condition for the illumination of the left turn indicator. In FIG. 11, when the connecting road connected to the exit EX of the subject vehicle is the second connecting road R2 or the third connecting road R3, the positional relationship corresponds to the condition for lighting the left turn indicator. At this time, the left turn indicator light condition [to be carried out] in step S6 is evaluated.

[0078] When the relative angle θ is greater than the first angle θ1 and equal to or less than the second angle θ2 (for example, 216 degrees), the relative position of the entrance and exit meets the condition for not lighting any of the turn indicators 6 indicating the left and right directions. In FIG. 11, when the connecting road connected with the exit EX of the vehicle in question is the fourth connecting road R4, the positional relationship meets the condition of not lighting any of the left and right direction indicator 6 . At this time, the left turn signal light condition is judged to be failed in step S6, and the right turn signal light condition is judged to be failed in step S7. When, for example, it is the third connecting roadway R3 that connects with the exit EX of the vehicle in question, and the exit section EX of the considered vehicle at that time is in the range "θ1 < relative angle ≤ θ2", the third connecting roadway R3 meets the condition for non-illumination of any of the direction indicators 6 indicating the left and right directions.

[0079] When the relative angle θ is greater than the second angle θ2 and equal to or less than the third angle θ3 (eg, 360 degrees), the relative position of the entrance and exit corresponds to the condition for lighting the right turn indicator. In FIG. 11, when the connecting roadway connected to the exit EX of the vehicle in question is the fifth connecting roadway R5, the sixth connecting roadway R6, or the first exit roadway R12, the positional relationship meets the condition for none of the direction indicators 6 to be lit, indicating left and right directions. At this time, the left turn signal light condition is judged to be failed in step S6, and the right turn signal light condition is judged to be met in step S7. The time "when the exit EX of the vehicle in question is the first exit road R12" corresponds to the time when the vehicle V in question turns around completely. When, for example, it is the fourth connecting roadway R4, which is connected to the exit EX of the vehicle in question, and the exit section EX of the considered vehicle at that time is in the range "θ2 < relative angle ≤ θ3", the fourth connecting roadway R4 meets the condition for right turn indicator light.

[0080] In step S11, while judging that the left turn indicator light condition is met in step S6, control is executed that determines whether the left turn indicator is turned on (lit), and the process proceeds to step S12. Thus, the left turn indicator is turned on from the state of the turn off indicator. The term "turn signal off state" refers to a state in which none of the left and right direction indicators 6 are lit. Steps S11, S16, S20, S21, S24, S31, S33 and S41 correspond to the turn signal control unit 38 .

[0081] In step S12, continuing to determine the illumination of the left turn signal in step S11, the relative position of the entrance EN of the vehicle in question and the exit EX of the vehicle in question at the roundabout is estimated based on the target route information, and it is judged whether the mutual the location of the entrance and exit adjacent location. When the judgment is YES (adjacent), the process proceeds to step S1, and when the judgment is NO (non-adjacent), the process proceeds to step S20. Step S12 corresponds to block 36 evaluation of relative position.

[0082] The phrase "the relationship between the exit and the entrance is an adjacent location" refers to the time when, for example, in FIG. 11, the entry EN of the vehicle in question is the first connecting road R1 and the connecting road connected to the exit EX of the considered vehicle is the second connecting road R2. In other words, when the vehicle V in question is moving as shown in FIG. 6, the relative position of the exit and entrance is evaluated as an adjacent location. Because the evaluation of step S6 is negative when the entry EN of the subject vehicle is the first entry roadway R11 and the connecting carriageway connected to the exit EX of the subject vehicle is the sixth connecting roadway R6 or the first exit carriageway R12 in fig. 11, the mutual location of the entrance and exit is not evaluated as an adjacent location.

[0083] In step S15, continuing to judge that the relationship is an adjacent location in step S12, it is judged whether the vehicle V in question has left the roundabout RA. When the judgment is YES (the subject vehicle has left), the process proceeds to step S16, and when the judgment is NO (the subject vehicle has not left), step S15 is repeated. Step S15 corresponds to the roundabout exit evaluation block 37 .

[0084] In this example, "whether the subject vehicle V exited the roundabout RA" is judged in step S15 as the subject vehicle exited when the subject vehicle V exited the roundabout RA, for example, in FIG. 6. Whether the subject vehicle V left the roundabout RA is judged based on the location information of the subject vehicle, etc.

[0085] In step S16, continuing to judge that the vehicle in question has exited in step S15 and step S25, a control is executed that determines to turn off the left turn indicator, and the process proceeds to the END. Thus, the left turn indicator is extinguished, resulting in the extinguished turn signal state.

[0086] In step S20, continuing the judgment that the relationship is not adjacent in step S12, it is judged whether the vehicle in question has entered the circular carriageway CR. When the judgment is YES (driving into the roundabout), the process proceeds to step S21, and when the judgment is NO (not entering the roundabout), step S20 is repeated.

[0087] In this example, "whether the subject vehicle V entered the circular carriageway CR" is judged as the subject vehicle V entering the circular carriageway CR when the subject vehicle V passes through the EN entrance of the subject vehicle and enters the roundabout. CR carriageway. Whether the subject vehicle V entered the circular carriageway CR is judged based on the location information of the subject vehicle, etc.

[0088] In step S21, continuing to judge that the subject vehicle V has entered the circular roadway CR in step S20, a control is executed that determines to turn off the left turn indicator, and the process proceeds to step S22. Thus, the left turn indicator is extinguished, resulting in the extinguished turn signal state.

[0089] In step S22, in continuation of the determination to turn off the left turn signal in step S21, it is judged whether the subject vehicle V has arrived at the second left turn light area A2 while the subject vehicle V is traveling in the roundabout RA (see Fig. 7). When the judgment is YES (arrived at the second luminous region A2), the process proceeds to step S24, and when the judgment is NO (did not arrive at the second luminous region A2), step S22 is repeated. Step S22 corresponds to the arrival evaluation block 35 at the second luminous region.

[0090] In this example, "whether the subject vehicle V has arrived at the second luminous area A2 for a left turn" is judged according to the driving distance ratio. In particular, "whether the subject vehicle V has arrived at the second illumination area A2 for a left turn" is judged according to the ratio between the driving distance from the first illumination location 101 to the exit EX of the subject vehicle and the driving distance (variable) from the first illumination location 101 to the location of the subject vehicle. vehicle (see Fig.7). For example, when the driving distance ratio is 0.8 to 1.0 (inclusive), it is judged that the vehicle V in question has arrived at the second left-turn luminosity region A2.

[0091] In step S24, continuing to judge that the vehicle in question has arrived at the second luminous region A2 in step S22 or the second luminous region A5 in step S42, or determining to turn off the right turn signal in step S33, a control is executed that determines turn on the left turn signal, and the process proceeds to step S25. Thus, the left turn indicator is turned on from the turn off state.

[0092] In step S25, continuing with the determination to turn on the left turn signal in step S24, a judgment is made as to whether the vehicle V in question has left the roundabout RA. When the judgment is YES (the subject vehicle has left), the process proceeds to step S16, and when the judgment is NO (the subject vehicle has not left), step S25 is repeated. Step S25, like step S15, corresponds to the roundabout exit evaluation block 37 .

[0093] In this example, "whether the subject vehicle V exited the roundabout RA" is judged in step S25 as the subject vehicle exited when the subject vehicle V exited the roundabout RA, for example, in FIG. 7 to 10. Whether the subject vehicle V left the roundabout RA is judged based on the location information of the subject vehicle, etc.

[0094] In step S31, while judging that the right turn signal light condition is met in step S7, a control is executed that determines to turn on the right turn signal, and the process proceeds to step S32. Thus, the right turn indicator is turned on from the state of the extinguished turn signal.

[0095] In step S32, continuing to determine whether the right turn indicator is turned on in step S31, a judgment is made as to whether the subject vehicle V has arrived at the second illumination area A3 for the first right turn or the second area A4 for the second right turn when the subject vehicle V is moving through the roundabout RA (see Fig. 8 or 9). When the judgment is YES (arrived at the second luminous region A3/A4), the process proceeds to step S33, and when the judgment is NO (did not arrive at the second luminous region A3/A4), step S32 is repeated. Step S32 corresponds to block 35 for evaluating the arrival of the second glow region.

[0096] In this example, "whether the subject vehicle V has arrived at the second glow area A3 for the first right turn or the second glow area A4 for the second right turn" is judged according to the ratio of driving distances. The estimation method according to the driving distance ratio is similar to S22 and therefore will not be described (see FIG. 8 or 9).

[0097] In step S33, continuing to judge that the vehicle in question has arrived at the second illumination area A3/A4 in step S32, a control is executed that determines to turn off the right turn signal, and the process proceeds to step S24. Thus, the right turn indicator is extinguished, resulting in the extinguished state of the turn signal.

[0098] In step S41, while judging that the right turn signal light condition is not met in step S7, a control is executed that determines not to turn on any of the left and right direction indicator 6, and the process proceeds to step S42 . At the same time, none of the direction indicators 6 indicating the left and right directions does not light up.

[0099] In step S42, continuing to determine not to turn on the turn indicators 6 in step S41, a judgment is made as to whether the subject vehicle V has arrived at the second glow area A5 to go straight while the subject vehicle V is traveling at the intersection RA with a circular motion (see Fig. 10). When the evaluation is YES (arrived at the second luminous region A5), the process proceeds to step S24, and when the evaluation is NO (did not arrive at the second luminous region A5), step S42 is repeated, step S42 corresponds to the second luminous region arrival evaluation block 35.

[0100] In this example, "whether the vehicle V in question has arrived at the second luminous area A5 to go straight" is judged according to the driving distance ratio. The estimation method according to the driving distance ratio is similar to S22 and therefore will not be described (see FIG. 10).

[0101] The operation of the first embodiment will be described as "driving assistance control operation" based on FIG. 3-11.

[0102] The description of the driving assistance control action is divided below into "driving assistance control action for the first target route TR1", "driving assistance control action for the second target route TR2", "driving assistance control action for the third target route TR3 , "assistance control action for the fourth target route TR4" and "driving assistance control action for the fifth target route TR5".

[0103] First, the driving assistance control action for the first target route TR1 is described.

[0104] The control process of FIG. 4 is started, the target route, etc. is generated at S1, the environment information of the vehicle in question is obtained at S2, and the process moves from S2 to S3. If the roundabout arrival estimate at S3 is positive, the process proceeds from S3 to S4. The first luminous area A1 is set to S4, and the process shifts from S4 to S5. In the first target path TR1, the second glow region is not set to S4. In step S5, the estimate of arrival at the first glow region is negative after some time. If the arrival estimate for the first glow region at S5 is positive, the process moves from S5 to S6. In step S6, the evaluation of the condition for the illumination of the left turn signal is positive, and the process proceeds from S6 to S11. The left turn indicator lights up at S11 and the process shifts from S11 to S12. The adjacent location judgment is positive in step S12, and the process proceeds from S12 to S15. In step S15, the exit evaluation of the vehicle in question is negative after some time. When the exit score of the considered vehicle at S15 is negative, the process proceeds from S15 to S16. In step S16, the left turn indicator goes out and the process proceeds from S16 to the END.

[0105] Next, the operation of the subject vehicle V traveling along the first target route TR1 will be described based on FIG. 6.

[0106] Until time t11, the vehicle V in question has not arrived at the roundabout RA. The period up to time t11 corresponds to the sequence of operations repeated in sequence S1, S2 and "NO" at S3 in FIG. 4.

[0107] At time t11, the subject vehicle V arrives at the roundabout RA, and the first glow area A1 is set, and from time t11 to time t12, the subject vehicle V has not arrived at the first glow area A1. The second glow region is not set in the first target route TR1. Time t11 corresponds to the sequence of operations including the option "YES" in S3 and leading to S4 and S5 in FIG. 4, and the period from time t11 to time t12 corresponds to a process in which the "NO" option in S5 in FIG. 4 is re-accepted.

[0108] At time t12, the vehicle V in question arrives at the first lighting area A1, and the left turn indicator lighting condition is fulfilled. Therefore, the state of the direction indicators switches from the state of the extinguished direction indicator to the illumination of the left direction indicator. In the first target route TR1, the relative position of the entrance and exit is the adjacent position. Thus, in accordance with the assessment of the relative position of the entrance and exit, a control is performed that determines which of the left and right direction indicator 6 will be lit when the direction indicator 6 is to be turned on. Time t12 corresponds to the process including YES in step S5 in FIG. 4, YES in S6 and YES in S11 and S12 in FIG. 5 and leading to step S15.

[0109] At time t13, the subject vehicle V has arrived at the entry point EN of the subject vehicle and is about to enter the circular carriageway CR. From time t13 to time t16, the vehicle V in question is traveling on the circular carriageway CR. The period from time t12 to time t16 corresponds to the process in which "NO" is reselected in step S15 in FIG. five.

[0110] At time t16, the subject vehicle V passed through the exit EX of the subject vehicle, exited the roundabout RA, and fully entered the second connecting carriageway R2. Therefore, the state of the direction indicators switches from the left turn signal on to the turn signal off state. The time t16 corresponds to the process including YES in step S15 in FIG. 5 and leading to S16 and END.

[0111] When the subject vehicle V enters the roundabout RA, the course of action of the subject vehicle can thus be communicated by illuminating the left turn signal to other vehicles V1, V2 in the vicinity of the subject vehicle. In addition, from the time the subject vehicle enters through the subject vehicle entrance EN until the subject vehicle V leaves the roundabout RA, the course of action indicating that the subject vehicle V will turn onto the second connecting carriageway R2, can be communicated to another V2, in particular in the environment of the main vehicle, while continuing to illuminate the left turn signal. In other words, because the left turn indicator remains lit, the other vehicle V2 can be prepared for the subject vehicle V to move from the roundabout RA to the second connecting carriageway R2 (subject vehicle V leaving the RA intersection with in a circular motion).

[0112] The other vehicle V1 represents a vehicle following behind while the subject vehicle V is traveling on the first entrance roadway R11. The other vehicle V2 is a vehicle moving on the circular carriageway CR when the subject vehicle V enters the circular carriageway CR, and also represents the following vehicle when the subject vehicle V is traveling on the circular carriageway CR.

[0113] Next, the driving assistance control action for the second target route TR2 is described. The sequence of operations from the start of the control process in FIG. 4 to S12 in FIG. 5 and the sequence of operations performed from S16 to END are the same as for the driving assistance control action for the first target route TR1, and therefore will not be described. For the second target route TR2, in step S4, a second left-turn luminous area A2 is set, which is different from S4 for the first target route TR1.

[0114] The adjacent location score is negative at S12, and the process moves from S12 to S20. On the S20, the roundabout entrance score is negative after a while. If the roundabout entrance score at S20 is positive, the process moves from S20 to S21. The left turn signal is extinguished at S21 and the process proceeds from S21 to S22. At S22, the arrival estimate for the second glow area for the left turn is negative. When the arrival estimate for the second glow area for the left turn in S22 is positive, the process proceeds from S22 to S24. The left turn indicator lights up at S24 and the process shifts from S24 to S25. In step S25, the exit evaluation of the vehicle in question is negative after some time. When the exit score of the subject vehicle at S25 is negative, the process proceeds from S25 to S16.

[0115] Next, the operation of the subject vehicle V traveling along the second target route TR2 will be described based on FIG. 7. Period up to time t22 in FIG. 7 is the same as the period up to the time t12 in FIG. 6, and therefore will not be described. For the second target route TR2, the second left-turn luminosity area A2 is set at a time t21 which is different from the time t11 for the first target route TR1.

[0116] At time t22, the vehicle V in question arrives at the first lighting area A1, and the left turn indicator lighting condition is met. Therefore, the state of the direction indicators switches from the state of the extinguished direction indicator to the illumination of the left direction indicator. The relative location of the entrance and exit is not an adjacent location in the second target route TR2. The time t22 corresponds to the process including YES in step S5 in FIG. 4, the YES option in step S6 in FIG. 5 and "NO" in steps S11 and S12 and leading to step S20.

[0117] The time t23 is the time when the subject vehicle V has arrived at the entry point EN of the subject vehicle and is about to enter the circular carriageway CR. The period from time t22 to time t24 corresponds to the process in which "NO" is reselected in step S20 in FIG. 5. From time t23 to time t26, the vehicle V in question is traveling on a circular carriageway CR.

[0118] At time t24, the vehicle V in question enters the circular carriageway CR. Therefore, the state of the direction indicators switches from the left turn signal on to the turn signal off state. From time 24 to time t25, the left turn indicator remains extinguished and the vehicle V in question has not arrived at the second left turn light area A2. Time t24 corresponds to the process including YES in step S20 in FIG. 5 and leading to S21 and S22. The period from time t24 to time t25 corresponds to the process in which "NO" is reselected in step S22 in FIG. five.

[0119] At time t25, the vehicle V in question arrives at the second illumination region A2 for a left turn. Therefore, the state of the direction indicators switches from the state of the extinguished direction indicator to the illumination of the left direction indicator. Time t25 corresponds to the process including YES in step S22 in FIG. 5 and leading to S24 and S25. The period from time t25 to time t26 corresponds to the process in which "NO" is reselected in step S25 in FIG. five.

[0120] At time t26, the subject vehicle V passed through the exit EX of the subject vehicle to exit the roundabout RA, and the entry to the third connecting roadway R3 is completed. Therefore, the state of the direction indicators switches from the left turn signal on to the turn signal off state. Time t26 corresponds to the process including YES in step S25 in FIG. 5 and leading to S16 and END.

[0121] The course of action of the vehicle in question may thus be communicated to other vehicles V1, V2 in the vicinity of the vehicle in question by illuminating the left turn indicator when the vehicle V in question enters a roundabout RA. In addition, after the subject vehicle V has entered the circular roadway CR, the left turn indicator remains extinguished until the subject vehicle arrives at the second left-turn illumination area A2 (as long as the subject vehicle V is traveling on the roundabout). carriageway CR). The course of action in which the vehicle V in question does not turn onto the second connecting carriageway R2 can thus be communicated to another vehicle V2, in particular in the vicinity of the vehicle in question. In addition, when the subject vehicle V is to leave the roundabout RA, the course of action in which the subject vehicle V turns onto the third connecting carriageway R3 can be communicated by lighting the left turn indicator to the other vehicle V2, in particular, in the vicinity of the vehicle in question when the vehicle V arrives at the second left-turn illumination area A2. In other words, the reactivation of the left turn signal allows the other vehicle V2 to prepare for the subject vehicle V to move from the roundabout RA to the third connecting carriageway R3 (subject vehicle V leaving the roundabout RA). These other vehicles V1, V2 are similar to other vehicles V1, V2 in the driving assistance control operation for the first target route TR1, and therefore will not be described.

[0122] Next, the driving assistance control action for the third target route TR3 will be described. The sequence of operations starting from the start of the control process in FIG. 4 and leading to step S6 in FIG. 5 and the flow from S24 to END are the same as those for the driving assistance control action for the second target route TR2, and therefore are not described. For the third target path TR3, in step S4, a second luminescence area A3 for the first right turn is set, which is different from S4 for the second target path TR2.

[0123] At S6, the evaluation of the condition for the illumination of the left turn signal is negative, and the process proceeds from S6 to S7. At S7, the evaluation of the condition for lighting up the right turn signal is positive, and the process proceeds from S7 to S31. At S31, the right turn indicator is turned on and the process shifts from S31 to S32. At S32, the arrival estimate for the second glow region for the first right turn is negative after some time. When the arrival estimate for the second glow area for the first right turn in S32 is positive, the process proceeds from S32 to S33. At S33, the right turn indicator goes out and the process moves from S33 to S24.

[0124] Next, the operation of the subject vehicle V traveling along the third target route TR3 will be described based on FIG. 8. Period up to time t32 in FIG. 8 is similar to the period up to time t22 in FIG. 7 and is therefore not described. For the third target path TR3, the second luminous area A3 for the first right turn is set at a time t31 which is different from the time t21 for the second target path TR2.

[0125] At time t32, the vehicle V in question arrives at the first lighting area A1, the left turn signal lighting condition is not met, and the right turn signal lighting condition is met. Therefore, the state of the direction indicators switches from the state of the extinguished direction indicator to the illumination of the right direction indicator. Time t32 corresponds to the process including YES in S5 in FIG. 4 and the "NO" option in S6 and the "YES" option in S7 in FIG. 5 leading to steps S31 and S32.

[0126] The time t33 is the time when the subject vehicle V has arrived at the entry point EN of the subject vehicle and is about to enter the circular carriageway CR. From time t32 to time t35, the right turn indicator remains on and the vehicle V in question has not arrived at the second illumination area A3 for the first right turn. From time t33 to time t36, the vehicle V in question is traveling on a circular carriageway CR. The period from time t32 to time t35 corresponds to the process in which "NO" is reselected in step S32 in FIG. five.

[0127] At time t35, the vehicle V in question arrives at the second glow region A3 for the first right turn. Therefore, the state of the turn indicators is switched from the right turn signal on to the turn signal off state, and from the turn signal off state to the left turn signal light. In particular, the glow switches from the right turn indicator to the left turn indicator. The time t35 corresponds to the sequence of operations including "YES" in step S32 in FIG. 5 and leading to S33, S24 and S25. The period from time t35 to time t36 corresponds to the process in which "NO" is reselected in step S25 in FIG. five.

[0128] At time t36, the subject vehicle V has passed through the exit EX of the subject vehicle to exit the roundabout RA, and the fifth connecting roadway R5 has been entered. Therefore, the state of the direction indicators switches from the left turn signal on to the turn signal off state. Time t36 corresponds to the process including YES in step S25 in FIG. 5 and leading to S16 and END.

[0129] The action plan of the subject vehicle can thus be communicated by illuminating the right turn signal to other vehicles V1, V2 in the vicinity of the subject vehicle when the subject vehicle V enters a roundabout RA. In addition, as long as the subject vehicle V is traveling on a roundabout RA (roundabout CR) and as long as the subject vehicle V arrives at the second illumination area A3 for the first right turn, the right turn indicator remains on. A course of action in which the vehicle V in question does not turn onto the second to fourth connecting carriageways R2-R4 can thus be communicated to another vehicle V2, in particular in the vicinity of the vehicle in question. In addition, when the subject vehicle V is to exit the roundabout RA, the illumination switches from the right turn signal to the left turn signal when the subject vehicle V arrives at the second light area A3 for the first right turn. The course of action in which the vehicle V in question does not turn onto the fifth connecting carriageway R5 can thus be communicated to another vehicle V2, in particular in the vicinity of the vehicle in question. In other words, switching the illumination from the right turn signal to the left turn signal allows the other vehicle V2 to prepare for the subject vehicle V to move from the RA roundabout to the fifth connecting roadway R5 (subject vehicle V leaving the roundabout RA) . The other vehicles V1, V2 are similar to the other vehicles V1, V2 in the driving assistance control operation for the first target route TR1, and therefore will not be described.

[0130] Next, the driving assistance control action for the fourth target route TR4 will be described. The sequence of operations starting from the beginning of the control process in FIG. 4 and continuing to the END in FIG. 5 is similar to the driving assistance control operation for the third target route TR3, and therefore will not be described. For the fourth target route TR4, in step S4, the second light area A4 for the second right turn is set, and in step S32, it is judged whether the vehicle in question has arrived at the second light area A4 for the second right turn, which is different from S4 and S32 for the third target route TR3 .

[0131] The operation of the subject vehicle V traveling along the fourth target route TR4 will now be described based on FIG. 9. Period up to time t33 in FIG. 9 is similar to the period up to time t33 in FIG. 8 and is therefore not described. For the fourth target route TR4, the second luminous area A4 for the second right turn is set at a time t31 which is different from the time t31 for the third target route TR3.

[0132] From time t32 to time t34, the right turn signal remains on and the vehicle V in question has not arrived at the second light area A4 for the second right turn. From time t33 to time t36, the vehicle V in question is traveling on a circular carriageway CR. The period from time t32 to time t34 corresponds to the process in which "NO" is reselected in step S32 in FIG. five.

[0133] With the fourth target route TR4 in this example, unlike the third target route TR3, another V3 enters the roundabout RA from the fourth entrance roadway R41. Therefore, the second right turn second luminous area A4 is set from a location closer to the third right turn connecting road R3 than the first right turn second luminous area A3 to a position near the fifth exit EX exit connecting road R5 of the considered vehicle. In the fourth target route TR4, the vehicle V in question thus arrives at the second illumination area A4 for the second right turn at time t34, which is earlier than time t35 of the third target route TR3. Therefore, the state of the turn indicators is switched from the right turn signal on to the turn signal off state, and from the turn signal off state to the left turn signal light. In particular, the glow switches from the right turn indicator to the left turn indicator. The time t34 corresponds to the sequence of operations including "YES" in S32 in FIG. 5 and leading to S33, S24 and S25. The period from time t34 to time t36 corresponds to the process in which "NO" is reselected in step S25 in FIG. 5. The time t36 is the same as the time t36 of the third target path TR3 and therefore is not described.

[0134] The action plan of the subject vehicle can thus be communicated by illuminating the right turn signal to other vehicles V1, V2 in the vicinity of the subject vehicle when the subject vehicle V enters a roundabout RA. In addition, as long as the subject vehicle V is traveling at the roundabout RA (roundabout CR) and as long as the subject vehicle V arrives at the second illumination area A4 for the second right turn, the right turn indicator remains on. A course of action in which the vehicle V in question does not turn onto the second connecting carriageway R2, the third connecting carriageway R3 or the fourth exit carriageway R42 can thus be communicated to other vehicles V2, V3, in particular in the vicinity of the vehicle in question . In other words, because the right turn signal remains on, the other vehicle V3 will give priority to the vehicle V in question by not entering the roundabout CR. In addition, when the subject vehicle V is to exit the roundabout RA, the illumination switches from the right turn signal to the left turn signal when the subject vehicle V arrives at the second light area A4 for the second right turn. The course of action in which the vehicle V in question does not turn onto the fifth connecting carriageway R5 can thus be communicated to another vehicle V2, in particular in the vicinity of the vehicle in question. In other words, switching the illumination from the right turn signal to the left turn signal allows the other vehicle V2 to prepare for the subject vehicle V to move from the RA roundabout to the fifth connecting roadway R5 (subject vehicle V leaving the roundabout RA) .

[0135] The other vehicles V1, V2 are similar to the other vehicles V1, V2 in the driving assistance control operation for the first target route TR1, and therefore are not described. The other vehicle V3 is a vehicle about to enter the roundabout CR from the fourth entrance roadway R41 while the subject vehicle V is traveling on the roundabout CR.

[0136] Next, the driving assistance control action for the fifth target route TR5 will be described. The sequence of operations starting from the start of the control process in FIG. 4 and leading to step S7 in FIG. 5 and the flow from S24 to END are the same as those for the driving assistance control action of the third target route TR3, and therefore are not described. For the fifth target path TR5, in step S4, a second luminous area A5 for driving straight ahead is set, which is different from S4 for the third target path TR3.

[0137] At S7, the evaluation of the condition for the illumination of the right turn signal is negative, and the process proceeds from S7 to S41. In step S41, none of the left and right direction indicators 6 are lit, and the process shifts from S41 to S42. At S42, the estimate of arrival at the second glow region for going straight is negative after some time. When the arrival estimate for the second glow area for driving straight to S42 is positive, the process proceeds from S42 to S24.

[0138] The operation of the subject vehicle V traveling along the fifth target route TR5 will now be described based on FIG. 10. Period up to time t42 in FIG. 10 is similar to the period up to time t22 in FIG. 7 and is therefore not described. For the fifth target path TR5, the second driving luminosity area A5 is directly set at the time t41, which is different from the time t21 for the second target path TR2. In addition, the fifth target route TR5 differs from the second target route TR2 in that whether to include the turn indicators 6 is determined in accordance with an assessment of the relative position of the exit and the entrance.

[0139] At time t42, the vehicle V in question arrives at the first lighting area A1, the left turn indicator light condition and the right turn indicator light condition are not met. Therefore, none of the left and right direction indicator lights 6 are lit (turn indicator off state). The time t42 corresponds to the process including the YES option in S5 in FIG. 4 and the "NO" option in S6 and in S7 in FIG. 5 leading to steps S41 and S42.

[0140] The time t43 at which the subject vehicle V arrives at the entry point EN of the subject vehicle and is about to enter the circular carriageway CR. From time t42 to time t45, the turn signal off state continues, and the vehicle V in question has not arrived at the second driving area A5 directly. From time t43 to time t46, the vehicle V in question is traveling on a circular carriageway CR. The period from time t42 to time t45 corresponds to the process in which "NO" is reselected in step S42 in FIG. five.

[0141] At time t45, the vehicle V in question arrives at the second glow area A5 for driving straight ahead. Therefore, the state of the direction indicators switches from the state of the extinguished direction indicator to the illumination of the left direction indicator. Time t45 corresponds to the process including YES in step S42 in FIG. 5 and leading to S24 and S25. The period from time t45 to time t46 corresponds to the process in which "NO" is reselected in step S25 in FIG. five.

[0142] At time t46, the subject vehicle V passed through the exit EX of the subject vehicle to exit the roundabout RA and completed the entry into the fourth connecting roadway R4. Therefore, the state of the direction indicators switches from the left turn signal on to the turn signal off state. Time t46 corresponds to the process including YES in step S25 in FIG. 5 and leading to S16 and END.

[0143] Through the process described above, when the subject vehicle V enters a roundabout RA, the course of action of the subject vehicle can be communicated to other vehicles V1, V2 in the vicinity of the subject vehicle through an extinguished state in which none of turn indicators 6, indicating the left and right directions, does not light up. In addition, as long as the subject vehicle V is traveling on the circular carriageway CR, and until the subject vehicle V arrives at the second luminous area A5 for driving straight ahead, an extinguished state continues in which none of the left-indicating turn indicators 6 and the right direction does not light up. The course of action in which the vehicle V in question does not turn onto the second link road R2 or the third link road R3 can thus be communicated to another vehicle V2, in particular in the vicinity of the vehicle in question. In addition, when the subject vehicle V is to exit the roundabout RA, the course of action in which the subject vehicle V turns onto the fourth connecting roadway R4 can be communicated by lighting the left turn indicator to the other vehicle V2, in particular, in the vicinity of the vehicle in question, when the vehicle V arrives at the second luminous area A5 for driving straight ahead. In other words, illuminating the left turn signal allows another vehicle V2 to prepare for the subject vehicle V to move from the roundabout RA to the fourth connecting carriageway R4 (exit of the subject vehicle V from the roundabout RA). The other vehicles V1, V2 are similar to the other vehicles V1, V2 in the driving assistance control operation for the first target route TR1, and therefore will not be described.

[0144] Thus, in the driving assistance control actions for the first to fifth target routes TR1-TR5, when the vehicle V in question is to enter the roundabout RA, the action plan of the vehicle in question can be communicated to other vehicles in the vicinity. of the vehicle in question, depending on which of the direction indicators 6 is lit and which is not lit. In addition, when the subject vehicle V is to exit the roundabout RA, the course of action in which the subject vehicle V turns onto any of the connecting roads R2 to R5 can be communicated to other vehicles in the vicinity of the subject vehicle by illumination of the left turn indicator.

[0145] For the first through fifth target routes TR1 to TR5, cases are described in which the connecting carriageways connected to the EX exits of the vehicle in question are divided into entry carriageways and exit carriageways, and there are other vehicles that are about to enter the circular carriageway CR from entry carriageways. In such cases, when the subject vehicle V is to exit the roundabout RA, the course of action in which the subject vehicle V turns into the exit carriageway of the connecting carriageway may be communicated to other vehicles in the vicinity of the subject vehicle by illuminating the sign left turn. In other words, illuminating the left turn signal allows other vehicles to start entering the CR roundabout.

[0146] In addition, for the second target route TR2, a case is described in which the second connecting carriageway R2 connected to the first exit is divided into an entrance carriageway and an exit carriageway, and there is another vehicle about to enter the circular carriageway CR from the entrance carriageway of the second connecting carriageway R2. In such cases, the left turn indicator goes out after the vehicle V in question has entered the roundabout RA (circular carriageway CR), resulting in a course of action in which the vehicle V in question turns into the exit carriageway of the second connecting carriageway R2 may be reported to another vehicle in the vicinity of the vehicle in question. In other words, due to turning off the left turn signal, another vehicle does not enter the roundabout CR and gives priority to the vehicle in question V.

[0147] As described above, the following effects are achieved with the driving assistance method and the driving assistance device according to the first embodiment.

[0148] (1) A controller (recognition evaluation processor 3) is provided, the controller calculates a driving route (target route) on which the subject vehicle V will travel, and performs driving assistance control based on the driving route (target route) (Fig. 1 and 2). In this driving assistance method, it is judged whether the vehicle V in question has arrived at the roundabout RA (S3 in FIG. 4). When it is judged that the subject vehicle V has arrived at the roundabout RA, the positional relationship between the subject vehicle entry EN for subject vehicle V and the subject vehicle exit EX for subject vehicle V at the roundabout RA is estimated based on the route movement (target route) (S6 and S7 in Fig. 5). When the subject vehicle V enters a roundabout RA (roundabout CR), the turn signal lights (turn signals 6) are controlled according to the estimated relationship (S11, S21, S31 and S41 in FIG. 5).

[0149] Thus, the direction indicated by the turn indicators 6 is controlled by performing control of the turn indicators 6 in accordance with the target route on which the vehicle V in question is to travel. As a result, it is possible to provide a driving assistance method in which, when the subject vehicle V enters a roundabout RA (roundabout CR), the action plan of the subject vehicle V is communicated by indicating the turn to other vehicles in the vicinity of the subject vehicle.

[0150] (2) According to the estimated positional relationship, control is performed to determine which of the left and right direction indicator lights (turn indicators 6) should be lit (S11 and S31 in FIG. 5).

[0151] Thus, by executing the control to determine which of the left and right direction indicating turn indicators 6 should be lit, the direction indicated by the turn indicators 6 is controlled based on this determination. As a result, when the subject vehicle V enters a roundabout RA (roundabout CR), the action plan of the subject vehicle V can be communicated to other vehicles in the vicinity of the subject vehicle by indicating either a left or a right direction.

[0152] (3) According to the estimated positional relationship, control is performed to determine whether or not to turn on the turn signal lights (turn indicators 6) (S11, S21, S31, and S41 in FIG. 5).

[0153] Thus, by executing the control to determine whether to turn on the direction indicators 6, the direction indicated by the direction indicators 6 is controlled based on this determination. As a result, when the subject vehicle V enters a roundabout RA (roundabout CR), the action plan of the subject vehicle V can be communicated to other vehicles in the vicinity of the subject vehicle by indicating the turn.

[0154] (4) The judgment of whether the subject vehicle has arrived at the RA roundabout is the judgment that the subject vehicle has arrived at the RA roundabout when the subject vehicle has entered within the predetermined distance D from the RA intersection with circular motion (S3 in Fig. 4).

[0155] Thus, by executing the control to determine the turn indicators 6 according to the target route that the subject vehicle V must travel before the subject vehicle actually enters the roundabout RA (circular carriageway CR), the direction, indicated by the direction indicators 6 is controlled based on this determination. As a result, the traffic plan of the subject vehicle V can be communicated by indicating a turn to other vehicles in the vicinity of the subject vehicle at a point in time before the subject vehicle actually enters the roundabout RA (roundabout CR).

[0156] (5) The relationship is estimated from the relative angle θ between the entry EN of the considered vehicle and the exit EX of the considered vehicle (S6 and S7 in FIG. 5).

[0157] Thus, because the relationship is estimated from the relative angle θ, control can be performed that accurately determines the direction indicated by the turn indicators 6, and the direction indicated by the turn indicators 6 is controlled based on this determination. As a result, when the subject vehicle V enters a roundabout RA (roundabout CR), the action plan of the subject vehicle V can be accurately communicated by indicating the turn to other vehicles in the vicinity of the subject vehicle.

[0158] (6) From the time the subject vehicle V enters through the subject vehicle entrance EN until the subject vehicle V exits the roundabout RA, the current relationship between the current location of the subject vehicle V and the exit EX of the subject vehicle are sequentially compared and judged as to whether the switching condition for switching the direction indicated by the turn signal lights (turn indicators 6) is met. When the switching condition is fulfilled, the direction indicated by the turn signal lights (turn indicators 6) is switched based on the switching condition (flow S11 to S21 in FIG. 5, flow S21 to S24 in FIG. 5, flow S31 to S33 in Fig. 5, the sequence of operations from S33 to S24 in Fig. 5 and the sequence of operations from S41 to S24 in Fig. 5).

[0159] Thus, from the time when the subject vehicle V enters through the entry point EN of the subject vehicle until the subject vehicle V leaves the roundabout RA, the course of action of the subject vehicle V at the intersection A roundabout RA can be communicated to other vehicles in the vicinity of the vehicle in question by switching the direction indicated by the turn indicators 6 . As a result, the action plan of the considered vehicle V located at the roundabout RA can be communicated to other vehicles in the vicinity of the considered vehicle from the time of entry of the considered vehicle V through the entry of EN of the considered vehicle until the time of departure of the considered vehicle V from the RA roundabout.

[0160] All of the following switchings are considered switching conditions. One of them is switching the left turn signal light on to the turn signal off state in the sequence of operations S11 to S21 in FIG. The other one is switching from turn signal off to left turn signal on in sequence S21 to S24 in FIG. 5, sequence S33 to S24 in FIG. 5, and sequence S41 to S24 in FIG. 5. Another one is switching from the right turn signal light to the turn signal off state in the sequence of operations S31 to S33 in FIG.

[0161] (7) Under the following two conditions, the turn signal lights (turn signal 6) go out after the subject vehicle V enters the roundabout RA (circular carriageway CR) (flow S20 to S21 in FIG. . five). First, one of them is that the direction indicated by the turn signal lights (turn indicators 6) when the vehicle V in question enters a roundabout RA (circular carriageway CR) is opposite (left turn signal) to the direction roundabout (right) when the vehicle in question passes through the roundabout RA (S11 in FIG. 5). The other one is that the exit EX of the vehicle in question is the exit (third connecting carriageway) following the first exit (second connecting carriageway R2) after the vehicle in question has entered the roundabout RA (sequence of operations from S12 to S20 in Fig. 5).

[0162] Thus, by extinguishing the left turn indicator after the vehicle V in question has entered the roundabout RA (roundabout CR), it can be reported that the exit EX of the vehicle in question is not the first exit for the vehicles behind in the vicinity of the vehicle in question and other vehicles that are about to enter the CR roundabout from the connecting carriageway (entrance carriageway) connected to the first exit. As a result, while the subject vehicle V is traveling at the roundabout RA (circular carriageway CR), the course of action of the subject vehicle V while driving at the roundabout RA can be communicated to other vehicles in the vicinity of the subject vehicle at the time the time when the vehicle V in question enters a roundabout RA (roundabout CR).

[0163] (8) When the subject vehicle V is to exit the roundabout RA intersection, the direction indicated by the turn signal light at the end (turn signal 6) is opposite (left turn signal) to the direction of rotation (right) when the vehicle in question passes through a roundabout RA (flow S11 to S15 in FIG. 5, flow S21 to S24 in FIG. 5, flow S31 to S24 in FIG. 5, and flow S41 to S24 figure 5).

[0164] Thus, by illuminating the left turn indicator when the vehicle V in question is to exit the roundabout RA, the exit of the vehicle V from the roundabout RA can be reported to the rear vehicles in the vicinity of the vehicle in question and others. vehicles about to enter the circular carriageway CR from the connecting carriageway (entrance carriageway) connected to the exit EX of the vehicle in question. As a result, while the subject vehicle V is traveling at the roundabout RA (circular carriageway CR), the course of action of the subject vehicle V while driving at the roundabout RA can be communicated to other vehicles in the vicinity of the subject vehicle at the time the time when the vehicle V in question leaves the roundabout RA.

[0165] (9) A controller (recognition evaluation processor 3) is provided, the controller calculates a driving route (target route) on which the subject vehicle V will travel, and performs driving assistance control based on the driving route (target route) (Fig. 1 and 2). In this driving assistance device, the controller (recognition evaluation processor 3) has a roundabout arrival evaluation unit 32, a relative position evaluation unit 36, and a direction indicator lamp control unit (turn indicator control unit 38). The roundabout arrival evaluation unit 32 judges whether the vehicle V in question has arrived at the roundabout RA (S3 in FIG. 4). When the roundabout arrival estimator 32 judges that the subject vehicle V has arrived at the roundabout RA, the relationship estimator 36 estimates the relationship between the subject vehicle entry EN for the subject vehicle V and the subject vehicle exit EX for the considered vehicle V at the roundabout RA based on the traffic route (target route) (S6 and S7 in FIG. 5). When the subject vehicle V enters a roundabout RA (circular carriageway CR), the turn signal light control unit (turn signal control unit 38) controls the turn signal lights (turn signal lights 6) according to the positional relationship that is estimated by the turn signal control unit. 36 positional evaluations (S11, S21, S31 and S41 in FIG. 5). Turn signal lights (turn indicators 6) indicate left and right directions.

[0166] Thus, the direction indicated by the direction indicators 6 is controlled by performing control of the direction indicators 6 in accordance with the target route that the vehicle V in question is to travel. As a result, it is possible to provide a driving assistance device in which the course of action of the subject vehicle V is communicated by indicating a turn to other vehicles in the vicinity of the subject vehicle when the subject vehicle V enters a roundabout RA (roundabout CR).

[0167] The driving assistance method and the driving assistance device of the present disclosure have been described above based on the first embodiment, but this example is not provided as a limitation to a specific configuration, design changes, additions, etc. are allowed as long as there are no deviations from the scope. the invention specified in the claims.

[0168] In the first embodiment, an example has been presented in which the subject vehicle V arrives at a roundabout RA ("YES" at S3 in FIG. 4), and when it is judged that the subject vehicle V has arrived at the first area A1 luminescence ("YES" at S5 in Fig. 4), the relative position between the entry EN of the considered vehicle and the exit EX of the considered vehicle (S6 and S7 in Fig. 5) is estimated. However, this example is not limiting. For example, setting the first luminous area to S4 in FIG. 4 and evaluation at S5 in FIG. 4 can be omitted. In particular, the relationship between the entry of the subject vehicle and the exit of the subject vehicle can be estimated after the subject vehicle has arrived at the roundabout. When it is judged that the subject vehicle has arrived at the roundabout, the direction indicator lights are preferably controlled according to the positional relationship that was judged when the subject vehicle enters the roundabout (roundabout).

[0169] In the first embodiment, an example has been presented in which the judgment made in the roundabout arrival evaluation block 32 of whether the subject vehicle V has arrived at the roundabout RA is an judgment that the subject vehicle the vehicle V arrived at the roundabout RA when the vehicle V in question came within a predetermined distance D from the roundabout RA. However, this example is not limiting. For example, in the roundabout arrival judging block, judging whether the vehicle in question has arrived at the roundabout may include judging that the vehicle in question has arrived at the roundabout when a traffic sign placed nearby is recognized. with a roundabout. The term "traffic sign" refers to a sign indicating that there is a roundabout in the direction of travel of the vehicle in question. The roundabout arrival estimator receives input information about the environment of the vehicle in question. In addition, the judgment that the vehicle in question has arrived at the roundabout can be made when the vehicle in question has actually arrived at the roundabout.

[0170] In the first embodiment, an example has been presented in which the predetermined distance D of the arrival evaluation unit 32 to the roundabout is set such that the current location of the vehicle in question is 50 m from the roundabout RA, while the vehicle in question is the vehicle V is moving on the first connecting carriageway R1. However, this example is not limiting for a given distance. An example of a given distance is shown below.

[0171] The predetermined distance may be changed based on the speed limit on the connecting carriageway on which the vehicle in question is traveling. In addition, the roundabout arrival estimator contains a table of predetermined distances for each speed limit. The predetermined distance table can be read according to the speed limit on the connecting carriageway, and it can be judged whether the vehicle in question has arrived at the roundabout. The target distance table contains, for example, target distance values that are set larger at higher speed limits and, conversely, target distance values that are set shorter at lower speed limits. Also, instead of using a distance table, the given distance can be changed to a distance obtained by multiplying the speed limit by a given number of seconds. The predetermined number of seconds can be set to a few seconds regardless of the speed limit, or the predetermined number of seconds can be changed according to the speed limit.

[0172] When there is a forked roadway near a roundabout, the predetermined distance may be changed depending on the presence or absence of a forked roadway.

[0173] The predetermined distance may be changed based on the amount of the surrounding flow of vehicles from the environment information of the considered vehicle. For example, the predetermined distance is set shorter for a larger amount of vehicle traffic, and the predetermined distance is set longer for a smaller amount of vehicle traffic. The roundabout arrival estimation block 32 receives input information about the environment of the vehicle in question.

[0174] The predetermined distance may be determined using the break line for the entrance carriageway to the roundabout as a guide. The term "break line" refers to a line indicating the location where a vehicle stops before entering a roundabout to give priority to vehicles traveling at the roundabout. For example, the break line is a "give way" line.

[0175] In the first embodiment, an example was presented in which the relationship is estimated from the relative angle θ shown in FIG. 11. However, this example is not limiting. For example, the value of the first angle may be larger and the value of the second angle may be smaller than in the first embodiment. Conversely, the value of the first angle may be smaller and the angle of the second angle may be larger than in the first embodiment. In addition, the relative angle may be set according to the number of roads connected to the circular carriageway. In short, the relative position is preferably estimated from the relative angle between the entry of the vehicle in question and the exit of the vehicle in question. In the first variant, an example was presented in which the conditions are met when the entire exit of the considered vehicle (the boundary of the circular dotted line L1 and the connecting roadway) is within the relative angle θ, but this example is not given as a limitation. For example, which condition is met can be judged, among other things, by a percentage within the relative angle θ.

[0176] In the first embodiment, an example has been presented in which the relationship between the subject vehicle entry EN and the subject vehicle exit EX at the roundabout RA is estimated in the relationship estimator 36 by the relative angle θ between the subject vehicle entry EN and exit EX of the vehicle in question. In addition, an example has been presented in which the relative angle θ is calculated from the entry locations EN of the subject vehicle and the exit locations EX of the subject vehicle as seen from the center CE of the roundabout RA. However, this example is not limiting. For example, the relative angle may be calculated from the corner of the junction serving as the entry roadway for the entry of the vehicle in question and the corner of the junction serving as the exit carriageway for the exit of the vehicle in question.

[0177] In the first embodiment, an example has been presented in which the relationship between the subject vehicle entry EN and the subject vehicle exit EX at the roundabout RA is estimated in the relationship estimator 36 by the relative angle θ between the subject vehicle entry EN and exit EX of the vehicle in question. However, this example is not limiting. Below is an example of positional estimation.

[0178] The relative position can be estimated from the relative distance between the entry of the considered vehicle and the exit of the considered vehicle. In particular, the driving distance from the entrance of the subject vehicle to the exit of the subject vehicle is calculated along the center line of the lane in the map data, and the ratio to the total length of the roundabout is calculated. The mutual arrangement can be estimated from this ratio. For example, when the ratio is greater than 0 and not greater than 0.4, the relative position of the entrance and exit is preferably a condition for turning on the left turn indicator as in the first embodiment. For example, when the ratio is greater than 0.4 and not greater than 0.6, the relative position of the entrance and exit is preferably a condition for not turning on any of the left and right direction indicators 6 as in the first embodiment. In addition, when the ratio is greater than 0.6 and not greater than 1.0, the relative position of the entrance and exit is preferably a condition for turning on the right turn indicator as in the first embodiment.

[0179] The relative position can be estimated from the result of calculating how many exits are the exit of the considered vehicle, counting from the entry of the considered vehicle. For example, the number of connecting carriageways may be six. In this case, the entry of the considered vehicle is considered to be zero. When the exit of the vehicle in question is in the middle of the first to fifth connecting carriageways, that is, the third, the relative position of the exit and entrance satisfies the condition of not including any of the turn indicators 6 indicating the left and right directions. When the exit of the vehicle in question is first or second, the relationship between the exit and the entrance preferably satisfies the condition for the left turn indicator to be lit, as in the first embodiment. In addition, when the exit of the subject vehicle is the fourth or fifth, the relationship between the exit and the entrance preferably meets the condition for lighting the right turn signal as in the first embodiment. In addition, the number of connecting carriageways may be six, and the entrance of the vehicle in question and the second connecting carriageway may have the same road name. In this case, when the exit of the considered vehicle is the second, the relative position of the first and third to fifth connecting carriageways is preferably estimated, assuming that the relative position of the exit and entrance satisfies the condition for none of the turn indicators 6 indicating the left and right directions to be lit. .

[0180] The relative position can be estimated based on the direction (left/straight ahead/right) in which there is an exit of the considered vehicle with respect to the entrance of the considered vehicle.

[0181] The relative position can be estimated based on the information for turning left, going straight, and turning right in the map data information.

[0182] The relationship can be estimated by combining a plurality of these relationship estimates.

[0183] In the first embodiment, an example has been presented in which the left turn indicator goes out after the subject vehicle V has entered the circular carriageway CR when the following two conditions are met (flow S20 to S21 in FIG. 5). First, one of them is that the left turn indicator lights up when the vehicle V in question enters a roundabout RA (roundabout CR) (S11 in FIG. 5). The other one is when the exit EX of the subject vehicle is the exit after the first exit after the subject vehicle has entered the roundabout RA (flow S12 to S20 in FIG. 5). However, this example is not limiting. In short, the left of the turn signal lights (left turn signal) is preferably extinguished after the vehicle in question has entered the circular carriageway.

[0184] In the first embodiment and the example described above, an example has been presented in which the roundabout RA includes a center island C, a circular carriageway CR, connecting sections (subject vehicle entry EN and subject vehicle exit EX ) between the circular carriageway CR and the connecting roads R1-R6, as well as sections of the connecting roads R1-R6. However, this example is not limiting. For example, the roundabout may include a center island, a roundabout CR, and connecting sections (entry vehicle EN and exit EX of the considered vehicle) between the roundabout CR of the first embodiment, or the roundabout may include the central island C and the circular carriageway CR of the first embodiment. Even with such a configuration, the effects described in (1) to (7) of the first embodiment are achieved.

[0185] In the first embodiment and the example described above, an example has been presented in which the driving assistance method and the driving assistance device according to the present disclosure are applied to a roundabout RA in which six connecting roads R1-R6 are connected to a roundabout. CR carriageway. However, this example is not limiting. For example, the method and apparatus may be applied to a roundabout where four or eight roads are connected to a roundabout. In short, the method and apparatus can be applied if the roundabout contains three or more roads connected to the circular carriageway.

[0186] In the first embodiment and the example described above, an example was presented in which the driving assistance method and the driving assistance device according to the present disclosure are applied in the case of left-hand traffic. However, this example is not limiting, the driving assistance method and the driving assistance apparatus of the present disclosure can be applied in the case of right-hand traffic. In this case, the direction of the roundabout when driving on the circular roadway, the direction of illumination indicated by the turn signal lights, etc. are opposite to the left and right directions of the first embodiment and the example described above.

[0187] In the first embodiment, an example has been presented in which the driving assistance method and the driving assistance apparatus according to the present disclosure are applied to an autonomously driven vehicle in which the steering, driving, braking, and turning indicators are autonomously controlled by selecting the autonomous driving mode. . However, the driving assistance method and driving assistance apparatus of the present disclosure can be applied to a vehicle with driving assistance that assists in some aspects of driving, braking, steering, and direction indicator light control that is performed by the driver. In short, the method and apparatus can be applied to a vehicle in which driving assistance is provided to the driver due to the direction indicator lights being controlled according to the positional relationship that was judged when the vehicle in question enters a roundabout. In a vehicle that provides driving assistance to a driver, when the driver operates the turn signal lights, for example, the determination of the turn signal lights is communicated to the driver by the display device. The driver preferably operates the turn signal lights in accordance with the definition of turn signal lights.

[0188] The laws of any country or region must be observed when the vehicle to which the driving assistance method and the driving assistance device of the present disclosure are applied is actually driving on a road.

Claims (44)

1. A driving assistance method using a controller for calculating a driving route that the subject vehicle should follow and for performing driving assistance control so that the subject vehicle follows the driving route, said driving assistance method using the controller contains steps in which: assessing whether the vehicle in question has arrived at the roundabout; when judging that the subject vehicle has arrived at the roundabout, judging the relationship between the subject vehicle entry of the subject vehicle and the subject vehicle exit of the subject vehicle at the roundabout based on the route of travel; And controlling the turn signal lights according to the estimated relationship when the vehicle in question enters the roundabout; judging whether to turn off the turn signal lights according to the positional relationship that has been judged when the turn signal lights are turned on by said control; And executing control for turning off the turn signal lights after the subject vehicle has entered the roundabout when judgment is made to turn off the turn signal lights. 2. The driving assistance method of claim 1, further comprising the steps of: judging whether the direction indicator lights should be turned on based on the exit location of the vehicle in question when the direction indicator lights are turned on by said control, and executing control for illuminating the turn signal lights when judgment is made for illuminating the turn signal lights. 3. The driving assistance method according to claim 1, wherein from the time when the subject vehicle enters through the entrance of the subject vehicle until the subject vehicle exits the roundabout, the current relationship between the current location of the subject vehicle and the exit of the subject vehicle is sequentially compared, and an estimate is made whether the switching condition for switching the direction indicated by the turn signal lights is met; And when the switch condition is met, the direction indicated by the turn signal lights is switched based on the switch condition. 4. The driving assistance method of claim 1, further comprising: control is performed to determine which of the left and right direction indicator lamps is to be lit according to the estimated positional relationship. 5. The driving assistance method of claim 1, further comprising: performing control to determine whether to turn on the turn signal lights according to the estimated positional relationship. 6. The driving assistance method of claim 1, wherein the judgment of whether the subject vehicle has arrived at the roundabout is the judgment that the subject vehicle has arrived at the roundabout when the subject vehicle has entered within a predetermined distance from the roundabout. 7. The driving assistance method of claim 1, wherein the relative position is estimated by the relative angle between the entry of the considered vehicle and the exit of the considered vehicle. 8. The driving assistance method of claim 1, wherein the turn signal lamp is extinguished after the subject vehicle enters the roundabout when the direction indicated by the turn signal lamp, which is lit when the vehicle in question enters the roundabout, is opposite to the direction of the roundabout when the vehicle in question passes through the roundabout. roundabout, and the exit of the vehicle in question is the exit after the first exit after the vehicle in question arrived at the roundabout. 9. The driving assistance method according to claim 1, wherein: when the vehicle in question is to exit the roundabout, the direction indicated by the turn signal light at the end is opposite to the direction of the roundabout when the vehicle in question passes through the roundabout. 10. A driving aid device, comprising: a controller that calculates a driving route that the subject vehicle should follow and that performs driving assistance control such that the subject vehicle follows the driving route, the controller including: a roundabout arrival evaluation unit that judges whether the vehicle in question has arrived at the roundabout; a relationship estimator that estimates the relationship between the subject vehicle entry of the subject vehicle and the subject vehicle exit of the subject vehicle at the roundabout based on the traffic route, when the roundabout arrival estimator judges that the subject vehicle the vehicle has arrived at a roundabout; And a direction indicator light control unit that controls the direction indicator lights in accordance with the positional relationship that was estimated by the positional relationship estimation unit when the subject vehicle entered the roundabout; And wherein the direction indicator lights control unit is configured to judge whether the direction indicator lights should be extinguished according to the positional relationship judged by the positional evaluation unit when the direction indicator lights are turned on to illuminate by said control; And wherein the direction indicator light control unit is configured to execute control to turn off the direction indicator lights after the vehicle in question has entered the roundabout when the judgment is made to turn off the direction indicator lights. 11. A driving assistance method using a controller for calculating a driving route that the subject vehicle should follow and for performing driving assistance control so that the subject vehicle follows the driving route, said driving assistance method using the controller contains steps in which: assessing whether the vehicle in question has arrived at the roundabout; when judging that the subject vehicle has arrived at the roundabout, judging the relationship between the subject vehicle entry of the subject vehicle and the subject vehicle exit of the subject vehicle at the roundabout based on the route of travel; controlling the turn signal lights according to the estimated relationship when the vehicle in question enters the roundabout; sequentially comparing the current relative position between the current location of the considered vehicle and the exit of the considered vehicle from the time when the considered vehicle enters through the entrance of the considered vehicle until the considered vehicle leaves the roundabout, and evaluates whether whether a switching condition for switching the direction indicated by the turn signal lights when the turn signal lights are turned on to illuminate by said control; And switching the direction indicated by the turn signal lights based on the switch condition when the switch condition is met, and keeping the turn indicator lights on when the switch condition is not met. 12. A driving aid device, comprising: a controller that calculates a driving route that the subject vehicle should follow and that performs driving assistance control such that the subject vehicle follows the driving route, the controller including: a roundabout arrival evaluation unit that judges whether the vehicle in question has arrived at the roundabout; a relationship estimator that estimates the relationship between the subject vehicle entry of the subject vehicle and the subject vehicle exit of the subject vehicle at the roundabout based on the traffic route, when the roundabout arrival estimator judges that the subject vehicle the vehicle has arrived at a roundabout; And a direction indicator light control unit that controls the direction indicator lights in accordance with the positional relationship that was estimated by the positional relationship estimation unit when the subject vehicle entered the roundabout; And wherein the direction indicator lights control unit is configured to sequentially compare the current relative position between the current location of the vehicle in question and the exit of the vehicle in question from the moment when the vehicle in question enters through the entrance of the vehicle in question until the vehicle in question leaves c a roundabout, and judging whether a switching condition for switching the direction indicated by the turn signal lights is met when the turn signal lights are turned on to illuminate by said control; And wherein the direction indicator lamps control unit is configured to switch the direction indicated by the direction indicator lamps based on the switching condition when the switching condition is met, and continue lighting the direction indicator lamps when the switching condition is not fulfilled.

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